Clutch mechanism for transmission-gearings.



F. E. LAND.

CLUTCH MECHANISM FOR TRANSMISSION BEARING.

APPLICATIQN man luLY 11,1913.

192255,14@ Patented May 8,1917.

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GLUTGE MEC ti. L

Laatste.

721@ as will enable others'skilled in the art to which it appertains to make and use the same. p

This invention relates to clutch mechanisms for transmission gearings.

t The object of the invention is to provide a clutch of the type named embodying a novel simple construction, which will be eicient in operation and reliable.l With the above and other objects in view 2`the invention consists in the details of construction and in the arrangement and combination of parts to be hereinafter more fully described and particularly pointed out in the appended claim.

In describing the invention in detail ref-- erence will be had to the accompanying drawings wherein` like characters of refererce denote corresponding parts in the several views, and in whicht3@ Figure 1 is av vertical section through a transmission gearing embodying the invention, and

Fig. 2, a view similar to Fig. 1 with the clutch mechanism in elevation and the parts 35 in a dierent position from that shown in Fig. 2.

Referring to the drawings the improved transmission gearing is shown as comprising a casing A which includes a front mem- 4@ ber 10, rear member 11, side members, a boti tom 14, and a top 15. Journaled in the rear member 11 is one end of the driven shaft 16 which is adapted to be suitably connected with the rear axle of an automobile to edeot the rotation thereof. Fixed on the shaft 16 adjacent the inner face of the rear member 11 is a gear'l7 and formed on the side of the gear 17 remote from the rear member 11 is an extension 18 provided centrally with a bearing opening 19. The outer ,f end of the extension 18 is provided with a plurality of outer teeth 20 and a plurality of inner teeth 21, the latter being reversed with relation to the former. Journaled in the front member l0 and in the opening 19 is a drive shaft 22 which is adapted to be Specification of Lettere Patent.

sn ron newseme-erneutes..

Patented may 3, H913..

Application med July t7, telt. Serial Ho. Waele.

coupled directly to the crank shaftof the engine. Loosely mounted on the drive shaft 22 is a gear 23 which has formed on the side thereof adjacent the gear 17 an extension 24 6e provided with a plurality of outer teeth 25 v and a plurality of inner teeth 26 reversed with relation tosaid outer teeth. Fixed on the shaft 22 adjacent the inner side of the l front member 10 is a gearl 27 and also xed 65 on said shaft 22 between the gear 27 and the gear 23 is a gear 28. Slidably and non-rotatably mounted` on the shaft 22 between the gears 17 and 23 is a sleeve 29 one end of which is provided with teeth 30 adapted for 7G coperation with the teeth 21 on the extension 19, while the other end thereof is provided with teeth 31 adapted for coperation with the teeth 26 of the extension 2e. Nonrotatably and slidably mounted on the end of the sleeve 29 adjacent the gear 17 is a sleeve 32 the outer end of which is provided with teeth 33 reversed with relation to the teeth 30 and adapted for .coperation wi the teeth 20 on the extension 18. Also non- Se rotatably and slidably mounted on the sleeve 29 is a sleeve 34 which has formed on the end thereof adjacent the gear 23 teeth 35 adapted for coperation with the teeth 25 on the 'extension 24. Formed circumferen- 85 tially of the center of the sleeve 29 or between the sleeves 32 and 34C is a circumscribing flange 36 provided in its periphery with a groove 37. Encircling the sleeve 29 between the sleeve 32 and thev flange 36 is a; 9@ spiral spring 38 one end oit'- which bears against seid dange and the other end against the inner end of the sleeve 32. Also encir- `clingfthe sleeve 29 between the iange 36 and the sleeve 34 is aspiral spring 39 oneend 95 of which bears against the inner end of the sleeve 34 while the other end thereof bears against the flange 36. These springs 38 and 39 constantly tend to hold the sleeves 32 and 34 at the limit of their outward movement 100 and it will be here noted that the teeth 33 l 42 will be rotated less rapidly than the shaft the other end 22. Loosely mounted on the shaft 42 are gears 45 and 46, the latter meshing with the gear 28 on the shaft 22. The side of the gear 45 adjacent the front member 10 is formed with an extension 47 and said Aextension is provided with inner and outer teeth 48 and 49 respectively, the latter being reversed with relation to the former. The side of the gear 46 opposite the extension 47 is formed with an extension 50 and said extension is provided with inner and outer lteeth 5L and 52 respectively, the latter being reversed with relation to the former. Non-rotatably and s lidably mounted on the shaft 42 beh tween the gears 45 and 46 is a sleeve 53, one

end of which is providedwith teeth 54 adapted to coperate with the teeth 48, while thereof is provided with teeth 55 adapted to coperate with the teeth 51.

.. Non-rotatably and slidably mounted on the sleeve 53 at the end thereo dj acent the gear 45 is a sleeve 56 having its outer end provided with teeth 57 adapted to coperate l with the teeth 49 of the extension 47. Nonrotatably and slidably mounted on the sleeve 53 at the end thereof adjacent the gear 46 is a sleeve 58, the outer end of which is provided with teeth 59 adapted to coperate with the teeth 52 on the extension 50. It

will also be here noted that the teeth 57 and 59. are of greater depth than the teeth 54 and 55, the purpose of which will presently appear. Formed on the sleeve 53 between the sleeves 56 and 58 is a circumscribing flange 60 provided in its periphery with a groove 61. Embracing the sleeve 53 and having its arms engaged in the groove 61 is a yoke 62, said yoke also embracing the shaft 22 and having its vupper end secured to a rod 63 slidably mounted in the front member 10. This rod also has secured thereto a guide block 64 which slides upon the rod 40. The connection between the rod 63 and the yoke 62 is strengthened by a brace 65 one end of which is secured to said yoke and the other end to the rod 63. Encircling the sleeve 53 between the sleeve 56 and the flange 60 is a spiral spring 66 one end of which bears against the flange, while the other end thereof bears against the sleeve 56. Also encircling the sleeve is a spiral spring 67 one end of which bears against the flange 60 and the other end against the sleeve 58. These springs 66 and 67 constantly tend to hold the sleeves 56 and 58 ,at the limit of their out'- ward movement or in position to effect coare adapted to be connected with suitable levers for the purpose of effecting the sliding thereof, such levers being disposed at a point convenient to the operator of the automobile.

If it is desired to rotate the shaft 16 at its highest speed the rod 40 is operated to shift the sleeve 29 so as t0 bring the teeth 30 into interlocking relation with the teeth 21 and the teeth 33 into interlocking relation with the teeth 20. With the parts so connected theV shaft 16 will rotate with the same rapidity as the shaft 22which latter is directly connected to the engine. With the shafts 16 and 22 thus connected it will be apparent that in the event of the speed of the shaft 16 exceeding the speed of the shaft 22 the teeth 33 and the teeth 20 will serve to maintain the shafts 16 and 22 locked together so that the compression of the engine can be utilized as a brake. If it is desired to rotate the shaft 16 'at an intermediate speed the rod 40 is actuated to move the sleeve 29 to lock the gear 23 to the shaft 22 and this rotation of the gear 23 will be transmitted to the shaft 16 through the gear 44, shaft 42, gear 43 and gear 17. With the parts thus connected it will also be apparent that in the event of the the shaft 16 exceeding the speed of rotation of the shaft 22 the interlocking engagement between the teeth 25 and teeth 35 will en.

able the operator to utilize the compression of the engine for brakingpurposes. In this connection it will be noted that as the gear 23 is of less diameter than the gear 44 the shaft 16 will be rotated under normal condition less rapidly than the shaft 22. Again 'if it is desired to rotate the shaft 16 at the lowest rate of speed it is only necessary to operate the rod 63 so as to bring the sleeve 53 into the position shown in Fig. 1, which will result in the gear 46 being locked to the shaft 42 so that the rotation of the gear 28 will be transmitted to the shaft` 16 through the gear 46, shaft 42, gear 43 and gear 17 and as the differences in diameter between least speed for forward,

speed of rotation of meente will lock the gear i5 to the shaft 42 and as the gear 69 intervenes between the ears 45 and gear 27 it will be apparent that t e shaft 16 Will be rotated oppositely to the shaft 22 5 so as to eii'ect backing of the automobile.

What fis claimed is The combination of a frame, a drivev shaft, a driven shaft disposed adjacent one end of the drive shaft, an element fixed on each of 11o `the drive and driven shafts and provided With inner and outer eoncentrically disposed teeth, said outer teeth being reversed with relation to the inner teeth, a sleeve non-rotatably and slidably mounted on the drive 15 shaft and provided with teeth on each end forcoperation with the inner teeth of the adjacent element to lock said drive shaft selectively to the driver shaft, a second sleeve non-rotatably and slidably niounted on each 20 end of the first named sleeve, each second sleeve being provided with teeth arranged for coperation with the outer teeth of the adjacent element, a, central circumscribing flange on the first named sleeve provided with a circumscrbing groove, a yoke rotatably arranged in said groove, a rod slidably mounted in the frame and to which said yoke is connected, whereby the sliding of the In testimony whereof, l aiiix my signature,

in the presence oftwo vvitnesses. A

FLOYD E. LAND.

Witnesses:

M. A. DICKERSON, C. E. LAND. 

